Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K11/00—Arrangement in connection with cooling of propulsion units
  • B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K5/00—Casings; Enclosures; Supports
  • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
  • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
  • H02K5/207—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium with openings in the casing specially adapted for ambient air
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K9/00—Arrangements for cooling or ventilating
  • H02K9/02—Arrangements for cooling or ventilating by ambient air flowing through the machine
  • H02K9/04—Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K9/00—Arrangements for cooling or ventilating
  • H02K9/02—Arrangements for cooling or ventilating by ambient air flowing through the machine
  • H02K9/04—Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium
  • H02K9/06—Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium with fans or impellers driven by the machine shaft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
  • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors

Definitions

• the present invention relates generally to the fields of electrical engineering and automotive, and more specifically relates to the cooling of an electric traction motor of an electric or hybrid vehicle.
• the cooling system of such a vehicle comprises a fan integrated with the electric motor, that is to say, sharing the rotor shaft of the electric motor.
• This fan has a risk of reliability because it sucks the dust and splash water from the exhaust duct of the cooling system.
• the air cooling of such a cooling system loses efficiency due to the pressure drop due in particular to the complexity of the air circuit for cooling the electric motor of the vehicle.
• the electric powertrain of the prior art have a large footprint in the direction of the axis of rotation of the electric motor, particularly due to the size of the engine cooling system. Such a powertrain therefore tends to extend forwardly in the front compartment of the vehicle, and to be vulnerable in the event of a frontal impact.
• One of the aims of the invention is to overcome at least some of the disadvantages of the prior art by providing a compact electric powertrain and whose air cooling is done efficiently, including a remote fan of the electric motor and located in height in relation to this one.
• the invention proposes an electric powertrain comprising a gearbox and an electric motor housed in contiguous casings, and an air cooling circuit of said reducer and said electric motor, said cooling circuit comprising an orifice of air inlet in the gearbox housing, air passage holes in a housing wall separating said gearhead from said electric motor, and an air outlet port in the housing of said electric motor, said powertrain being characterized as said cooling circuit further comprises a fan arranged in height with respect to said reducer and said electric motor, an upstream duct channeling the air from said fan towards said reducer, and a downstream duct for evacuating the air from said electric motor to the ground.
• the cooling circuit of the electric motor undergoes less pressure losses, due to the placement of the height of the fan of the cooling system.
• This configuration also makes reliable the operation of the fan and thus to overcome a protective device of the duct downstream exhaust air, which further reduces the pressure drop and simplifies the cooling system.
• the height placement of the fan also saves dust and moisture protection.
• a powertrain is obtained. compact transversely.
• Other powertrain components such as its power electronics that can be arranged vertically relative to the gearbox and motor unit, it reduces the vulnerability of the powertrain according to the invention during frontal impacts.
• said fan being disposed above the casing of said reducer or above the casing of said electric motor, said upstream duct has no radius of curvature less than 75 mm (millimeters) . Similarly, advantageously, said downstream duct has no radius of curvature less than 38 mm.
• said upstream duct has an enlarged section in a direction transverse to said electric motor, and flattened in an axial direction of said electric motor, at the inlet of the casing of said gear.
• the upstream and downstream ducts have a commonly circular section, but the inlet of the gearbox being narrow in the direction of the axis of rotation of the electric motor, this section flattens at the input of the reducer in this axial direction. In order not to slow down the air at the inlet of the gearbox, this flattened section is thus expanded in a direction transverse to the electric motor, orthogonal to this axial direction. This also helps to better distribute the air coming into the engine and thus to cool it better.
• said air passage holes in said housing wall extend radially between on the one hand a support bearing of the rotor shaft of said electric motor, said bearing being present in said housing wall, and secondly the longitudinal walls of the housing of said electric motor, and angularly over a range of between 15 ° and 25 °, evenly on said housing wall.
• a downstream end portion of said upstream duct has a bellows adapted to facilitate the positioning of said fan.
• This portion of the bellows-shaped upstream duct possibly makes it possible to position the fan differently depending on the space requirements of the electric vehicle concerned.
• FIG. 1 represents an electric powertrain according to the invention, in this preferred embodiment,
• FIG. 2 represents a section of this electric powertrain, in an axial direction parallel to the axis of rotation of an electric motor of the powertrain,
• FIG. 3 shows another section of this electric powertrain, in a transverse direction, orthogonal to the axis of rotation of the electric motor.
• the electric powertrain GMP comprises a gearbox housed in a crankcase CRE of gearbox, an electric motor housed in a crankcase CME of motor, gearboxes BEP power electronics, as well as an air cooling system.
• the air cooling system includes a VENT fan located in height relative to the gearbox and the electric motor, drawing air from the outside.
• the term "height" is defined in this application in relation to the ground on which the vehicle comprising the powertrain is based. GMP.
• the axis defining this height is the z-axis in FIG. 1.
• the VENT fan must therefore be at a higher altitude than the motor and the gearbox of the GMP powertrain in order to facilitate the circulation of the air.
• the fan VENT is allowed not to have to overcome more than 1 " Ombar (millibar) air pressure, so that it can operate effectively, and provide the necessary flow (about 250m 3 per hour) cooling the engine.
• the air cooling system also includes an upstream pipe CAM channeling the air from the fan VENT to the gearbox, the air entering it through an air intake port OEA formed in the crankcase CRE of the gearbox .
• the air entering the gearbox then passes into the electric motor to cool, and then out through an air outlet port OSA formed at the end of the motor housing CME opposite the reducer.
• the air comes out in the lower part of the vehicle through a duct CAV exhaust air bringing air from the OSA outlet air outlet to the ground.
• crankcases CRE of gearbox and CME of the electric motor are contiguous, and the BEP power electronics housings are also integrated as much as possible into the electric powertrain GMP, so that it can be housed perpendicularly.
• the electric powertrain GMP thus extends in width in the engine compartment of the vehicle, and in height, which limits its vulnerability to frontal shocks.
• FIG. 2 cuts along the axial direction x, parallel to the axis of rotation of an electric motor of the powertrain, the group GMP electric power train.
• the gearbox and the electric motor are separated in their respective housings by a housing wall PCC separating the gearbox from the electric motor.
• This PCC housing wall allows the air to flow according to the arrows in solid lines of Figure 2, through OPA air passage holes, present on the housing wall PCC, and visible in Figure 3, which cuts in a transverse direction y, orthogonal to the axis of rotation of the electric motor, the GMP electric powertrain.
• the casing wall PCC is curved towards the gearbox, and the openings OPA air passage extend radially between a bearing PSA carrier support of the rotor shaft, formed in the housing wall PCC, and the longitudinal walls PLO of the motor housing CME.
• the longitudinal walls PLO extend in the axial direction x and are substantially cylindrical. More specifically the OPA air passage holes extend from the PSA support bearing to a peripheral portion of the PCC housing wall very close to the longitudinal walls PLO, for example this peripheral portion is separated from the center of the rotor axis with a distance between 80% and 100% of the distance between this center and the longitudinal walls PLO.
• OPA air passage orifices extend angularly over a range between 15 ° and 25 °, and preferably 20 °, evenly on the housing wall PCC.
• the upstream pipe CAM is configured so that it has no radius of curvature less than 75 mm.
• the upstream pipe CAM has a radius of curvature always greater than 80 mm.
• the CAV downstream duct has no radius of curvature less than 38 mm.
• the downstream duct CAV has a radius of curvature always greater than 40 mm.
• the upstream pipe CAM Since the air intake orifice OEA of the crankcase CRE of the gearbox is narrow in the direction x, the upstream pipe CAM has a flattened section according to this direction x at its end opening on the housing CRE of the reducer. To compensate for this axial shrinkage, this end of the upstream pipe CAM and the air intake port OEA have a transverse opening in the direction y widened with respect to the diameter of the section of the upstream pipe CAM at the other end of the pipe. connected to the VENT fan.
• a bellows SO present on the downstream end portion of the upstream pipe CAM allows some flexibility to position the fan VENT on the top of the power electronics boxes BEP.
• the fan VENT is positioned in height relative to the electric motor, BEP power electronics housings, other embodiments of the invention are conceivable.
• the fan VENT is for example positioned on the gearbox.
• the upstream duct has no bellows, or has OPA air passage holes of different shape between the reducer and the electric motor.

Landscapes

• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Motor Or Generator Cooling System (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Motor Or Generator Frames (AREA)

Applications Claiming Priority (2)

Publications (2)

Family

ID=52469144

Family Applications (1)

Country Status (6)

Families Citing this family (5)

Family Cites Families (13)

• 2014
  • 2014-12-08 FR FR1462016A patent/FR3029467B1/fr not_active Expired - Fee Related
• 2015
  • 2015-09-25 CN CN201580055794.4A patent/CN106794750B/zh active Active
  • 2015-09-25 KR KR1020177018807A patent/KR102239324B1/ko active Active
  • 2015-09-25 US US15/518,938 patent/US10358028B2/en active Active
  • 2015-09-25 WO PCT/FR2015/052562 patent/WO2016092162A1/fr not_active Ceased
  • 2015-09-25 EP EP15780928.6A patent/EP3230102B1/de active Active

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